Accelerating device



Filed July 2, 1958 INVENTOR. 7%az7z/w M342].

55 73 a 22 6 mam; 1 m M54 5%? Wm 7 My H M 7 n z w W a a #3 7 e z. Z1 c7 United States Patent ACCELERATING DEVICE Filed July 2, 1958,-Ser. No. 746,160 12 Claims. (Cl. 261-34) This invention relates to an accelerating device for use on internal combustion engines having intake manifolds communicating with the cylinders thereof and having a throttle located in said manifolds.

In internal combustion engines and in particular those used in automobiles and other conveyances, it is desirable to provide automatically operating accelerating means which are operated independently of any conscious effort on the part of the. operator and which are immediately responsive to depressions of the accelerator to provide additional accelerating fuel to the engine. Heretofore various types-of accelerating devices have been employed but they have not been entirely successful since they have not been adequately responsive to slight throttle movements. The type of accelerating device referred to is that which is connected to the engine intake manifold at a point downstream of the throttle body and which is responsive to variations in pressure therein to move an accelerator piston to supply additional fuel to the engine. The major undesirable feature of this type of device is that it is not adequately responsive to the slight variations in manifold pressure experienced when the throttlebody is opened slightly, with the result that a time lag is experienced between the accelerator depression and the flow of required accelerating fuel to the engine.

- An important object of the present invention is to concern itself with increasing the responsiveness of conventional accelerating devices by providing an additional source of manifold pressure for the operation thereof, which manifold pressure source rapidly drops by exposing the source in a unique manner to the low pressure portion of said manifold in response to a slight opening of the throttle body. This is accomplished by providing an additional conduit extending from said manifold to the device and by positioning the conduit adjacent and upstream of the edge of the closed throttle body in the manifold. It is seen that upon opening the throttle body even a slight amount, the conduit will communicate with the low pressure portion or downstream portion of the intake manifold. A rapid change from high manifold pressure to lowrnanifold pressure will thus be transmitted to the accelerator device and will cause an immediate re-' action therein. This reaction will supplement the normal reaction of said conventional devices and result in the necessary accelerating fuel flow to the engine. The time lag will consequently be obviated and smooth acceleration of the engine will result.

Another object is to provide an improved accelerating device for an internal combustion engine capable of automatically responding to slight accelerator movements from a closed or idle position to a more open position to provide additional accelerating fuel to the engine.

' Another object is to provide a'particularly eflicient, low cost, and simply constructed piston acceleration means which is responsive to slight movements of the accelerator through the intermediaries of diaphragm actuators to provide additional fuel to the engine for acceleration.

Other objects and advantages will become apparent from the following specification and drawings, in which:

Figure 1 represents a diaphragm actuated accelerating device; p

. Figure 2 represents a variation of the accelerating device of Figure 1; and

Figure 3 represents graphically the change in manifold pressure with respect to throttle movement. j

Referring to the drawings and particularly to Figure 1, an accelerating device generally designated as 10 is provided with a fuel basin 12 having a fuel inlet 14 and an associated conventional check valve 16 being resiliently urged to a closed position by spring 17, and'also provided with a fuel outlet 18 and an associated check valve 20 being resiliently urged to a closed position by spring 21. Said fuel inlet may be operatively connected to any available fuel supply such as a fuel feed line, fuel bowl of a carburetor, or return flow conduit of a return flow metering system, depending upon the particular system to which device 10 is to be applied. The fuel outlet 18 may be connected to a fuel distribution chamber 22 by conduit means 23 which chamber is connected to the separate intake manifold pasages 73 of a multicylinder V-engine 25 by separate conduit means 27 (see Figure 2) or may be connected as shown in Figure 1 directly to the intake manifold 24 of either a single cylinder or multicylinder engine by conduit 19. Conduit 19 may also be provided with a fuel injection nozzle 71 as shown connected to the conduits 27 in Figure 2.

The intake manifold of Figure l utilizes a single throttle 58 which regulates the air flow to the engine, and the accelerator pump outlet 18 communicates through a single conduit 19 with the manifold downstream of said throttle. The accelerator fuel is injected into portion 41 of the manifold and is dispersed in and carried by the inflowing air to the engine cylinder or cylinders.

' The intake manifold 72 of Figure 2 also utilizes a single throttle valve 78 to provide means for supplying pressure signals to the accelerator diaphragm 62, but, it isobvious that separate, simultaneously operating throttle valves represented by the dotted valve 75 in Figure 2, could be provided for each intake'conduit 73 of a multicylinder engine and that one or more conduits 74 positioned adjacent one or more of these throttle valves in the manner shown for valve 78 would suffice to supply the. aforementioned pressure signal to diaphragm 62.

Reciprocably mounted in basin 12 is a piston 26 pivotally connected to tie rod 28 which tie rod is pivotally connected to shaft 30 of diaphragm 32 and shaft 34 of diaphragm 36. Diaphragm 32 is enclosed in air tight housing 38 and communicates on one side through conduit 40 to the downstream or low pressure portion 41 of intake manifold 24. The other side of said diaphragm 32 is vented to the atmosphere through vent 33. Diaphragm 36 is enclosed in air tight housing 42 and communicates on one side through conduit 44 to the upstream or high pressure portion 46 of manifold 24 when valve 58 is'closed. The other side of diaphragm 36 is vented to the atmosphere through vent 37. Springs 48 and 50 in housings 38 and '42 respectively are provided to augment the normal spring rate of diaphragms 32 and 36 respectively and the pressures impinging thereon. Shafts 3i) and 34 are adapted to move in housing portions 52 and 42 respectively in response to pressure varia tions in chambers 54 and 56 respectively.

Chamber 54 communicating through conduit 40 to the low pressure portion 41 of said manifold 24 experiences an immediate increasein pressure as throttle .valve 58 is cracked slightly opento. the positionshownjby dotted line 60. This pressure increase will force diaphragm 32 and attached shaft 30 downwardly toward piston 26. Chamber 56 communicating with the high pressure portion 46 of intake manifold 24 experiences a high manifold pressure when said throttle valve 58 is in a closed position but experiences a sudden pressure drop when said throttle valve 58 is moved to its open position represented by dotted line 69. This sudden pressure drop in chamber 56 draws diaphragm 36 and attached shaft 34 also downwardly with respect to piston 26, which downward movement in conjunction with the downward movement of shaft 30 applies sufficient force through tie rod 28 to piston 26 to force said piston 26 downwardly in basin 12 to force fuel trapped therein out through outlet 18, past check valve 20, and into manifold 24 either directly as shown in Figure l or indirectly through a distribution chamber as shown in Figure 2.

In Figure 2 is shown a combined unit of Figure 1 wherein a diaphragm 62 communicates with chamber 64 and chamber 66. Springs 63 and 65 augment the spring rate of said diaphragm and pressures in said chambers. Chamber 64 communicates through conduit 68 with the low pressure portion of intake manifold 72. Chamber 66 communicates through conduit 74 with the high pressure portion 76 of manifold 72. The pumping mechanism comprising basin inlet and outlet spring urged check valves and a piston are identical to those shown in Figure l and are given the same characters. The operation of the device of Figure 2 is similar to that of Figure 1. The opening of throttle valve 78 will expose conduit 74 and chamber 66 to a sudden pressure drop and chamber 64 will experience a sudden pressure increase which will urge diaphragm 62 and attached piston 26 downward in basin 12 to force accelerating fuel directly to the engine in the manner described in Figure 1 or through a distribution chamber 22 and fuel injection nozzles 71 as shown in Figure 2.

It is readily seen from Figure 3 that a relatively small movement of the throttle valves 58' or 7-8 from their closed positions designated C to their slightly open positions designated will cause a relatively large pressure drop to occur in chambers 56 and 66 of Figures 1 and 2 which pressure drop transmits the necessary force to piston 26 to induce an additional .fuel flow to the engine to obviate the aforementioned time lag between accelerator depression and engine response. This pressure drop is shown graphically in Figure 3 by dotted line F5 The solid line F1 in Figure 3 represents graphically the gradual decrease in pressure drop as the throttles 58 and 78 are gradually opened to their full open positions.

I claim:

1. In a fuel supply device for an internal combustion engine having an intake manifold for supplying fuel and air thereto, throttle valve means in said manifold, operative means for supplying accelerating fuel to said engine upon slight actuation of said throttle valve means, first pressure responsive means responsive to the pressure of saidmanifold downstream of said throttle valve means, second pressure responsive means being responsive to the pressure of said manifold at a location adjacent to and upstream of said throttle valve means when the latter is in aclosed position, and being responsive to the pressure in said manifold adjacent to and downstream of said throttle means when the latter is slightly opened, said first and second pressure responsive means being operatively connected with said operative means to operate the same in response to said pressures.

'2. .In a fuel supply device for an internal combustion engine having an intake manifold for supplying fuel and air thereto, throttle valve means in said manifold, operative means for supplying accelerating fuel to said engine upon slight activation of said throttle valve means, first pressure responsive means responsive to the pressure of said manifold downstream of said throttle valve means, second pressure responsivemeans responsive toth'e pressure of said manifold at a location adjacent and upstream of said throttle valve means when the latter is in closed position, said location being in the region downstream of said throttle valve means when the latter is slightly open, said first and second pressure responsive means being operatively connected with said operative means to operate the same in response to said pressures.

3. An accelerating device for an internal combustion engine comprising an intake manifold adapted to be operatively connected to the combustion chamber of said engine, a throttle valve pivotally mounted in said manifold to create a low pressure portion and a high pressure portion therein, a fuel basin having a .fuel inlet adapted to be connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, a first means communicating with said manifold downstream of said throttle, said first means being responsive to pressure changes and connected to said piston to urge said piston to move in response to changes in manifold pressure, and a second pressure responsive means communicating with said manifold upstream of said throttle and adjacent thereto when said throttle is in a closed position, and communicating with said manifold downstream of said throttle when the latter is in a slightly open position, said second means being connected to said piston to urge said piston to move in response to opening of said throttle.

4. An accelerating device for an internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle movably positioned in said manifold to create a low pressure portion and a high pressure portion therein, pressure responsive means communicating with said manifold at .a point adjacent the high pressure edge of said throttle when said throttle is in a closed position, pressure actuated accelerator means connected to said pressure responsive means and movable therewith in response to exposing said pressure responsive means to said low pressure portion of said manifold to supply additional fuel to said engine.

'5. An accelerating device for an internal combustion engine comprising an intake manifold adapted to cornmunicate with the combustion chamber of said engine, a throttle movably positioned in said manifold to create a low pressure portion and a high pressure portion therein, diaphragm pressure responsive means communicating with said manifold through a fluid conduit at a point adjacent the upstream edge of said throttle when said throttle is in a closed position, pressure actuated accelerator means connected to said diaphragm pressure responsive means, said accelerator means comprising a fuel chamber and a piston reciprocably mounted therein, said piston being movable with said diaphragm pressure re, sponsive means in response to exposing said diaphragm pressure responsive means to said low pressure portion of said manifold to increase the fuel pressure within said fuel chamber to supply additional fuel to said engine.

6. An accelerating device for an internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle movably positioned in said manifold to create a variable low pressure portion and high pressure portion therein, a fuel basin having a fuel inlet adapted to be connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, and means operatively connected to said piston and communicating with said manifold adjacent to and upstream of said throttle to urge said piston to move a relatively large increment in response to a relatively small increment of movement of :said "throttle .from a closed position.

7. Au accelerating device for an "internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle pivotally mounted in said manifold to create a low pressure portion and a high pressure portion therein, a fuel basin having a fuel 'inlet adapted to be connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold throughan outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, and flexible diaphragm means operatively connected to said piston and communicating with said manifold on one side with said low pressure portion of said manifold and communicating on the other side with said high pressure portion of said manifold adjacent to said throttle when said throttle is in a closed position, and adapted to urge said piston to move a relatively large increment in response to a relatively small increment of movement of said throttle from said closed position.

8. An accelerating device for an internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle pivotally mounted in said manifold to create a low pressure portion and a high pressure portion therein, a fuel basin having a fuel inlet adapted to be connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, and diaphragm means operatively connected to said piston and communicating on one side with said low pressure portion of said manifold downstream of said throttle and communicating on the other side with said high pressure portion of said manifold upstream of said throttle and immediately adjacent an edge thereof when said throttle is in its closed position, said piston being connected to said other side of said flexible diaphragm and movable in response to a slight opening of said throttle to exert a pressure on fuel trapped in said basin and force a portion thereof through said fuel outlet check valve to said manifold.

9. An accelerating device for an internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle positioned in said manifold to create a variable low pressure portion and a variable high pressure portion therein, a fuel basin having a fuel inlet adapted to be connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, a first pressure responsive means communicating with said manifold downstream of said throttle and connected to said piston to urge said piston to move in response to changes in manifold pressure, and a second pressure responsive means communicating with said manifold upstream of said throttle and adjacent thereto when said throttle is in a closed position, said second means being connected to said piston to urge said piston to move in response to changes in manifold pressure, said first and second pressure responsive means comprising flexible diaphragms connected to said piston through a common linkage to move said piston further into said basin in response to a slight opening of said throttle.

10. An accelerating device for an internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle movably positioned in said manifold to create a variable low pressure portion and a high pressure portion therein, a fuel basin having a fuel inlet connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, a first pressure responsive means communicating with said manifold downstream of said throttle and connected to said piston to urge said piston to move in response to changes in manifold pressure, a secondpressure responsive means communicating with said manifold upstream of said throttle and adjacent thereto when said throttle is in a closed position and connected to said piston to urge said piston to move in response to changes in manifold pressure, said first and second pressure responsive means comprising flexible diaphragms connected to said piston through a common linkage to move said piston further into said basin in response to a slight opening of said throttle from its closed position, said diaphragm of said first pressure responsive means being positioned intermediate said piston and said manifold, and said manifold being positioned intermediate said second pressure responsive means and said piston.

11. An accelerating device for an internal combustion single or multicylinder engine comprising an intake manifold adapted to communicate with the combustion chamber or chambers of said engine, a throttle movably positioned in said manifold to create a variable low pressure portion and a high pressure portion therein, a fuel basin having a fuel inlet adapted to be connected to a fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, a first pressure responsive means communicating with said manifold downstream of said throttle and connected to said piston to urge said piston to move in response to changes in manifold pressure, a second pressure responsive means communicating with said manifold upstream of said throttle and adjacent thereto when said throttle is in a closed position and connected to said piston to urge said piston to move in response to changes in manifold pressure, said first and second pressure responsive means comprising flexible diaphragms connected to said piston through a common linkage to move said piston further into said basin in response to a slight opening of said throttle from its closed position, said diaphragm of said first pressure responsive means being positioned intermediate said piston and said manifold, and said manifold being positioned intermediate said second pressure responsive means and said piston, said throttle being pivotally mounted in said manifold and adapted to expose said second pressure responsive means to said low pressure portion when pivoted in one direction and to said high pressure portion of said manifold when pivoted in the opposite direction.

12. An accelerating device for an internal combustion engine comprising an intake manifold adapted to communicate with the combustion chamber of said engine, a throttle pivotally mounted in said manifold to define a low pressure portion and a high pressure portion therein and adapted to be connected to the engine accelerator to move therewith to vary the relative pressures within said low pressure portion and said high pressure portion of said manifold, a fuel basin having a fuel inlet adapted to communicate with an acceleration fuel source through an inlet check valve, a fuel outlet communicating with said manifold through an outlet check valve, a piston reciprocably mounted in said basin and movable to vary the pressure therein, means operatively connected to said piston and communicating with said manifold to urge said piston to move a relatively large increment in response to a relatively small movement of said throttle from its closed position, said means comprising a flexible diaphragm one side of which communicates with said low pressure portion of said manifold downstream of said throttle and the other side of which communicates through a conduit with said high pressure portion of said manifold upstream of said throttle and immediately adjacent an edge of said throttle when said throttle is in its closed position, said piston being connected to said other side of said flexible diaphragm and movable further into said basin in response to the movement of said edge 2,966,348 7 of said throttle to a position upstream of said conduit to exert a pressure on fuel trapped in said basin and force a portion thereof through said fuel outlet check valve to said manifold, and resilient means abutting both sides of said diaphragm to augment the spring rate thereof.

References Cited in the file of this patent UNITED STATES PATENTS 7 2,601,975 Hunt July 1 1952 5 2,837,074 Ransom June 3, 1958 

